EP3589857B1 - Verfahren und vorrichtung zum betrieb eines antriebsstranges - Google Patents

Verfahren und vorrichtung zum betrieb eines antriebsstranges Download PDF

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Publication number
EP3589857B1
EP3589857B1 EP17709410.9A EP17709410A EP3589857B1 EP 3589857 B1 EP3589857 B1 EP 3589857B1 EP 17709410 A EP17709410 A EP 17709410A EP 3589857 B1 EP3589857 B1 EP 3589857B1
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EP
European Patent Office
Prior art keywords
piston
clutch
determined
temperature
sensor
Prior art date
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Active
Application number
EP17709410.9A
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German (de)
English (en)
French (fr)
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EP3589857A1 (de
Inventor
Holger Seidl
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GKN Automotive Ltd
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GKN Automotive Ltd
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Priority to PL17709410T priority Critical patent/PL3589857T3/pl
Publication of EP3589857A1 publication Critical patent/EP3589857A1/de
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/102—Actuator
    • F16D2500/1021—Electrical type
    • F16D2500/1022—Electromagnet
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/102—Actuator
    • F16D2500/1021—Electrical type
    • F16D2500/1023—Electric motor
    • F16D2500/1024—Electric motor combined with hydraulic actuation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/102—Actuator
    • F16D2500/1026—Hydraulic
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/104—Clutch
    • F16D2500/10406—Clutch position
    • F16D2500/10412—Transmission line of a vehicle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/104—Clutch
    • F16D2500/10443—Clutch type
    • F16D2500/10462—Dog-type clutch
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/106—Engine
    • F16D2500/1066—Hybrid
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/302—Signal inputs from the actuator
    • F16D2500/3022—Current
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/302—Signal inputs from the actuator
    • F16D2500/3026—Stroke
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/302—Signal inputs from the actuator
    • F16D2500/3028—Voltage
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/308—Signal inputs from the transmission
    • F16D2500/30802—Transmission oil properties
    • F16D2500/30803—Oil temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/316—Other signal inputs not covered by the groups above
    • F16D2500/3166—Detection of an elapsed period of time
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/502—Relating the clutch
    • F16D2500/50245—Calibration or recalibration of the clutch touch-point
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70402—Actuator parameters
    • F16D2500/7041—Position

Definitions

  • the present invention relates to a method and a device for operating a drive train of a vehicle, in particular a motor vehicle.
  • the drive train comprises at least one transmission housing and a clutch unit arranged therein with a positive-locking clutch as well as an actuation unit for actuating the clutch and a sensor for determining the clutch status.
  • the clutch comprises at least a first clutch component and a second clutch component, which are positively connected to one another when the clutch is actuated.
  • Such a drive train is provided in particular for connecting an electrical machine to a drive shaft of the vehicle.
  • a drive power of the electrical machine z. B. be transferred to the wheels of the vehicle to drive the vehicle.
  • the actuation unit comprises an electromagnetic actuator with a piston, the piston being displaced from an initial position into an end position in order to actuate the clutch.
  • At least the piston and the clutch are at least partially acted upon by a transmission fluid.
  • a transmission of a torque via the clutch components should only take place after a fully engaged first state of the clutch components has been established, for which the piston is arranged in the end position; a position of the piston can be determined via the sensor.
  • at least the piston and the clutch are at least partially (or also completely) in a transmission fluid, in particular an oil.
  • the transmission fluid has a temperature-dependent viscosity, and the movement of the piston and / or the displacement of the clutch components can be influenced by the viscosity. It has now been found that the sensors are also temperature-dependent Generate sensor readings so that a (precise) determination of a position of the piston cannot be made regardless of the temperature.
  • the clutch is generally only used to transmit torque when the clutch components are fully engaged and form a secure, form-fitting connection with one another (first state of the clutch components). In order to be sure that this first state actually exists, the movement of the piston had to be estimated up to now and a (predetermined) additional time had to be waited after actuating the actuator and moving the piston out of the starting position.
  • the use of a temperature sensor in the gearbox housing is to be avoided.
  • the installation of a temperature sensor for determining the temperature and a possible compensation of the temperature influence when the actuator is actuated is associated with additional costs and increased installation space, which should be saved.
  • the creation of a temperature model, taking into account the energy input into the gearbox, is complex and, moreover, only imprecise.
  • the object of the invention is therefore to at least partially solve the problems described with reference to the prior art and, in particular, to provide a method and a device which can actuate the clutch more quickly.
  • this is intended to provide a drive train in which a torque can be transmitted more quickly via the clutch and provided to the wheels.
  • State of the art DE 10 2009 043 243 .
  • a method for operating a drive train of a vehicle having at least one gear housing and a clutch unit arranged therein with a positive coupling and an actuating unit for actuating the clutch and a sensor for determining the clutch state, with the sensor having a position of the piston is detectable.
  • the clutch e.g. a claw clutch
  • the actuation unit comprises an electromagnetic actuator with a piston, the piston being displaced from an initial position into an end position in order to actuate the clutch. At least the piston and the clutch are at least partially acted upon by a transmission fluid.
  • a torque is only transmitted via the clutch components after it has been determined that the clutch components have fully engaged, the piston being arranged in the end position in this first state.
  • Process steps a) to e) can be carried out in the order proposed. It is possible for the method steps to be carried out partially or completely overlapping one another in time.
  • the processes i. and / or ii. can be performed during step c) or triggered by step c). It is preferred that after step a) all further steps and at least one of the processes i. and ii. are executed. It is preferred that the method proposed here is carried out for each actuation of the actuator and / or movement of the piston from the starting position triggered in the drive train.
  • the clutch and the piston of the actuation unit move by means of the transmission fluid or are acted upon by the transmission fluid.
  • the (current) viscosity of the transmission fluid thus determines, in particular or primarily, the (actual) shift time of the clutch.
  • the sensor is exposed to temperature fluctuations resulting from the operation of the transmission and / or the clutch and thus generates sensor measurement values that vary as a function of temperature for the same conditions.
  • the electromagnetic actuator comprises a coil to which an electric current is applied in order to move the piston. It is proposed to use the coil of the actuator as a temperature sensor or to use. Use can be made of the fact that an electrical resistance of the coil changes as a function of the temperature (process i. The method). This temperature dependence can, for. B. determined experimentally and stored in a map for the process.
  • the actuator can be arranged such that the temperature of the coil at least largely corresponds to the temperature of the transmission fluid and / or these temperatures change approximately in the same way.
  • the temperature of the transmission fluid can thus be deduced from the temperature of the coil.
  • the (temperature-dependent) measured sensor value determined in step b) can be interpreted with knowledge of the temperature determined in step c).
  • the viscosity of the transmission fluid can be determined via the temperature determined in step c). This enables the speed of the piston and / or clutch components moving through the transmission fluid to be determined (precisely).
  • a second time interval can be determined after which the piston, starting from the actual position, reaches the end position.
  • the piston can thus be displaced further from a precisely (more) determined actual position into the predetermined end position.
  • the speed of the piston can be determined depending on the determined temperature. Reaching the first state can therefore be determined with increased accuracy, so that the release for the transmission of a torque via the clutch components can now take place more quickly.
  • the temperature of the transmission fluid (step c)) is determined on the basis of a first time interval between the actuation of the actuator according to step a) and the detection of an intermediate position reached by the piston by the sensor. It is for this in particular provided that the first time interval varies depending on the viscosity of the transmission fluid (and thus on the temperature of the transmission fluid).
  • the variation of the first time interval as a function of the temperature of the transmission fluid is significantly greater than the variation of the first time interval as a function of the temperature-dependent measurement accuracy of the sensor.
  • the actual position of the piston can be determined with sufficient accuracy for step d), the (temperature-dependent) sensor measurement value determined in step b) being interpreted with knowledge of the temperature determined in step c).
  • the processes i. and ii. of the method can be carried out parallel to one another (simultaneously and / or one after the other) so that the respectively determined results of these processes for the actual position can be checked for their plausibility.
  • the measured sensor value is preferably determined continuously during the displacement of the piston. “Continuously” in this context means in particular continuously and / or with a high repetition frequency, so that a large number of sensor measured values are determined during the displacement of the piston.
  • the actual position of the piston is determined from a map in step d).
  • correction factors for the sensor measured values are stored in the characteristic map as a function of the temperature. In this way, the measured sensor value determined in step b) can be interpreted and the actual position of the piston can be determined with greater accuracy.
  • a threshold value is defined for the temperature-dependent measured value determined in step b), wherein, if the measured sensor value determined in step b) corresponds to the threshold value, it is assumed that the piston has been displaced from the starting position into the intermediate position, the coupling components not (just yet) being positively connected to one another in the intermediate position.
  • the threshold value is set in such a way that, on the one hand, there is no form-fitting connection of the clutch components in any case (especially at low temperatures) and, on the other hand, (e.g. at high temperatures) a form-fitting connection is immediately present when the threshold value is exceeded.
  • a second time interval can be determined in which the piston, starting from the actual position, reaches the end position; the implementation of step e) being coordinated with the second time interval.
  • the piston can be shifted further from the precisely (more) determined actual position into the end position, the speed of the piston likewise being able to be determined as a function of the determined temperature. Reaching the first state can be determined with increased accuracy, so that the release for the transmission of a torque via the clutch components now takes place more quickly.
  • the second time interval is determined from a map. Values of the second time interval can be stored in this characteristic diagram as a function of the determined temperature.
  • the actuator for measuring the electrical resistance of the actuator e.g. the coil of the actuator
  • a test signal comprising an electrical current and an electrical voltage
  • the electrical current and / or the electrical voltage are so low or a current pulse is applied for such a short period of time that the piston is not moved or displaced by the test signal.
  • the temperature of the transmission fluid can be determined with sufficient accuracy.
  • control unit that is responsible for executing the method in the motor vehicle can be designed to be "self-learning". For example, at a first point in time (at a known first temperature of the transmission fluid), a sensor measured value can be determined, which is then available when the piston has reached the end position. If the temperature of the transmission fluid is known at a later, second point in time, a corresponding characteristic curve of the sensor can be selected so that when the temperature changes, a changed sensor measurement value identified for reaching the end position can be used.
  • a drive train of a motor vehicle at least having a transmission housing and a clutch unit arranged therein with a positive-locking clutch and an actuating unit for actuating the clutch and a sensor for determining the clutch state; wherein the clutch comprises at least a first clutch component and a second clutch component, which can be positively connected to one another when the clutch is actuated.
  • the operating unit comprises an electromagnetic actuator with a piston; wherein the piston for actuating the clutch can be displaced from an initial position into an end position; wherein at least the piston and the clutch are at least partially acted upon by a transmission fluid.
  • a transmission of a torque via the clutch components takes place only after a fully engaged first state of the clutch components has been established, for which the piston is arranged in the end position; a position of the piston can be determined via the sensor.
  • the drive train is to perform the method according to one of the preceding claims suitable and set up or can carry out the method.
  • At least one control unit is provided which initiates the implementation of the method and in which the mentioned characteristic maps are stored.
  • the statements on the method apply equally to the drive train and vice versa.
  • Fig. 1 shows a partial view of a drive train 1 in a side view in section.
  • the drive train 1 is part of a vehicle 2.
  • the drive train 1 comprises a transmission housing 3 and a clutch unit 4 arranged therein with a positive coupling 5 as well as an actuation unit 6 for actuating the clutch 5 and a sensor 7 for determining the clutch status.
  • the clutch 5 comprises a first clutch component 8 and a second clutch component 9, which are positively connected to one another when the clutch 5 is actuated.
  • the actuation unit 6 comprises an electromagnetic actuator 10 with a piston 11, the piston 11 being displaced from an initial position 12 into an end position 13 in order to actuate the clutch 5.
  • the piston 11 and the clutch 5 are arranged in a transmission fluid 14.
  • a transmission of a torque via the clutch components 8, 9 should only take place after a fully engaged first state 15 (not shown here) of the clutch components 8, 9 has been established, for which the piston 11 is arranged in the end position 13.
  • the sliding disk 26 is displaced by the piston 11 and the sensor disk 24 is displaced via the sliding disk 26.
  • the sensor 7 detects the position of the sensor disk 24.
  • the sensor disk 24 is connected to the second clutch component 11, so that a position of the piston 11 can be determined via the sensor 7.
  • a position of the piston 11 or the second clutch component 9 can be determined via the sensor 7.
  • the actuator 10 is actuated and the piston 11 is moved from the illustrated starting position 12 in the direction of the end position 13.
  • a sensor measured value 16 is determined.
  • the temperature 17 of the transmission fluid 14 is determined.
  • an actual position 18 of the piston 11 is based on the Sensor measured value 16 and the determined temperature 17 determined.
  • step e) starting from the determined actual position 18, the piston 11 is moved into the end position 13.
  • the temperature 17 of the transmission fluid 14 is determined by measuring an electrical resistance 19 of the coil 27 of the actuator 10 or by measuring a first time interval between actuation of the actuator 10 according to step a) and the detection of an intermediate position 20 reached by the piston 11 by the sensor 7 determined.
  • Parts of the coupling 5, for. B. the clutch components 8, 9, a sensor disk 24, a plate spring 25 designed as a return spring to return the second clutch component 9 and the piston 11, a sliding disk 26 and the piston 11 of the actuation unit 6 are acted upon by the transmission fluid 14 or are acted upon by the Transmission fluid 14 moved through.
  • the viscosity of the transmission fluid 14 thus determines the switching time of the clutch 5.
  • the sensor 7 generates temperature-dependent sensor measured values 16, so that the sensor 7 cannot (accurately) determine a position of the piston 11 independently of the temperature 17.
  • the actuator 10 comprises a coil 27 to which an electric current is applied to displace the piston 11.
  • the coil 27 of the actuator 10 is used as a temperature sensor. This makes use of the fact that an electrical resistance 19 of the coil 27 changes as a function of the temperature 17 (variant i. Of the method). This temperature dependence can, for. B. be stored in a map 21 in a control unit 30.
  • the temperature 17 of the coil 27 corresponds at least largely to the temperature 17 of the transmission fluid 14.
  • the temperature 17 of the transmission fluid 14 can be inferred from the temperature 17 of the coil 27 and thus on the one hand the (temperature-dependent) sensor measured value 16 determined in step b) with knowledge of the in step c) determined temperature 17 can be interpreted.
  • the viscosity of the transmission fluid 14 can be determined via the temperature 17 determined in step c) and thus the speed of the piston 11 and clutch 5 components moved by the transmission fluid 14 can be determined.
  • a second time interval can be determined after which the piston 11, starting from the actual position 18, reaches the end position 13.
  • the piston 11 can be displaced further into the end position 13 from a precisely (more) determined actual position 18.
  • the speed of the piston 11 can also be determined as a function of the determined temperature 17. Reaching the first state 15 can therefore be determined with increased accuracy, so that the release for the transmission of a torque via the clutch components 8, 9 can now take place more quickly.
  • the temperature 17 of the transmission fluid 14 (step c)) is determined based on a first time interval between the actuation of the actuator 10 according to step a) and the detection of an intermediate position 20 reached by the piston 11 by the sensor 7. It is assumed here that the first time interval varies as a function of the viscosity of the transmission fluid 14 (and thus of the temperature 17 of the transmission fluid 14).
  • the actual position 18 of the piston 11 is determined from a characteristic map 21 in step d). Correction factors for the sensor measured values 16 as a function of the temperature 17 are stored in the characteristics map 21. The sensor measured value 16 determined in step b) can thus be interpreted and the actual position 18 of the piston 11 can thus be determined with greater accuracy.
  • a threshold value 22 is defined for the (temperature-dependent) sensor measured value 16 determined in step b), wherein if the sensor measured value 16 determined in step b) corresponds to the threshold value 22, it is assumed that the piston 11 moves from the starting position 12 to the intermediate position 20 is displaced, the coupling components 8, 9 in the intermediate position 20 of the piston 11 (just yet) not being positively connected to one another.
  • the threshold value 22 is set in such a way that, on the one hand, a positive connection of the clutch components 8, 9 is not yet present in any case (especially at low temperature 17) and, on the other hand (e.g. at high temperature 17), a positive connection after the threshold value is exceeded 22 is immediately available.
  • the temperature 17 determined (in step c) is used to determine a second time interval in which the piston 11, starting from the actual position 18, reaches the end position 13; the second time interval being taken into account for performing step e).
  • the piston 11 can now be displaced further from the precisely (more) determined actual position 18 into the end position 13, the speed of the piston 11 likewise being able to be determined as a function of the determined temperature 17. Reaching the first state 15 can therefore be determined with increased accuracy, so that the release for the transmission of a torque via the clutch components 8, 9 now takes place more quickly.
  • the second time interval is also determined from a (further) characteristic map 21.
  • values of the second time interval are stored as a function of the determined temperature 17.
  • the actuator 10 in order to measure the electrical resistance 19 of the actuator 10 (for example the coil 27 of the actuator 10), the actuator 10 is provided with a test signal 23, comprising an electrical current and an electrical Voltage, is applied, the piston 11 not being moved by the test signal 23.
  • the temperature 17 of the transmission fluid 14 can thus be determined with sufficient accuracy from the measurement of the electrical resistance 19 (variant i. Of the method).
  • Fig. 2 shows a diagram with several characteristic curves 28 of a sensor.
  • the sensor measured value 16 measured in step b) is plotted here on the vertical axis.
  • the position of the piston 11, that is to say the path 29, starting from an initial position 12, is plotted on the horizontal axis.
  • the three characteristic curves 28 clarify the dependence of the sensor measured value 16 on the temperature 17.
  • the middle characteristic curve 28 shows the characteristic curve 28 of the sensor 7 at an average temperature 17, e.g. B. at 20 degrees Celsius.
  • a threshold value 22 is defined for the temperature-dependent sensor measured value 16 determined in step b), whereby if the sensor measured value 16 determined in step b) corresponds to the threshold value 22, it is assumed that the piston 11 moves from the starting position 12 to the intermediate position 20 is displaced, the coupling components 8, 9 in the intermediate position 20 of the piston 11 (just yet) not being positively connected to one another.
  • the threshold value 22 is set in such a way that, on the one hand, a form-fitting connection of the clutch components 8, 9 is not yet present in any case (especially at low temperature 17, here i.e. lower characteristic curve 28) and on the other hand (e.g. at high temperature 17, here i.e. upper characteristic curve 28) a form-fitting connection of the clutch components 8, 9 is present immediately after the threshold value 22 is exceeded.
  • the piston 11 When the threshold value 22 is reached, the piston 11 is therefore in an intermediate position 20 in which a form-fitting connection of the clutch components 8, 9 is not yet present in any case.
  • a first time interval between actuation of the actuator 10 according to step a) (at this point in time the piston 11 is in the starting position 12) and the detection of an intermediate position 20 reached by the piston 11 by the sensor 7, the speed of the piston 11 can be determined during the movement through the transmission fluid 14.
  • the viscosity of the transmission fluid 14 and thus its temperature 17 can be deduced from the speed of the piston 11.
  • the corresponding characteristic curve 28 for the sensor 7 can be selected and the actual position 18 of the piston can be determined with sufficient accuracy .
  • a second time interval can then be determined (taking into account the viscosity of the transmission fluid 14), after which the piston 11, starting from the actual position 18, reaches the end position 13.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Mechanical Engineering (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
EP17709410.9A 2017-03-03 2017-03-03 Verfahren und vorrichtung zum betrieb eines antriebsstranges Active EP3589857B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL17709410T PL3589857T3 (pl) 2017-03-03 2017-03-03 Sposób i urządzenie do obsługi układu napędowego

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/EP2017/055089 WO2018157950A1 (de) 2017-03-03 2017-03-03 Verfahren und vorrichtung zum betrieb eines antriebsstranges

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DE112021007741A5 (de) 2021-05-31 2024-04-11 Gkn Automotive Ltd. Verfahren zum Betrieb eines Antriebsstranges und Antriebsstrang
FR3128165B1 (fr) 2021-10-14 2023-09-08 Valeo Embrayages Système de propulsion de véhicule électrique ou hybride
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JP2025166928A (ja) * 2024-04-25 2025-11-07 ジーケーエヌ オートモーティブ リミテッド 駆動装置

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CN110337551A (zh) 2019-10-15
CN110337551B (zh) 2020-11-17
US10955015B2 (en) 2021-03-23
JP2020509314A (ja) 2020-03-26
WO2018157950A1 (de) 2018-09-07
JP6926220B2 (ja) 2021-08-25
US20200003265A1 (en) 2020-01-02
EP3589857A1 (de) 2020-01-08

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